CN108474309B - Fuel injection pump - Google Patents

Fuel injection pump Download PDF

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Publication number
CN108474309B
CN108474309B CN201680062686.4A CN201680062686A CN108474309B CN 108474309 B CN108474309 B CN 108474309B CN 201680062686 A CN201680062686 A CN 201680062686A CN 108474309 B CN108474309 B CN 108474309B
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CN
China
Prior art keywords
valve
fuel
electromagnetic spill
spill valve
fuel injection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
CN201680062686.4A
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Chinese (zh)
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CN108474309A (en
Inventor
岩乃亮太
广谷贤
町山博之
原考佑
冈本良辅
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Yanmar Power Technology Co Ltd
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Yanmar Power Technology Co Ltd
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Publication of CN108474309A publication Critical patent/CN108474309A/en
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Expired - Fee Related legal-status Critical Current
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/406—Electrically controlling a diesel injection pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/406—Electrically controlling a diesel injection pump
    • F02D41/407—Electrically controlling a diesel injection pump of the in-line type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/406—Electrically controlling a diesel injection pump
    • F02D41/408—Electrically controlling a diesel injection pump of the distributing type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2034—Control of the current gradient
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2058—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using information of the actual current value
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0606—Fuel temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

The invention provides a fuel injection pump, which can accurately detect the valve closing timing and control the valve action even in the state of high fuel viscosity. A fuel injection pump (100) provided in a diesel engine is provided with: an electromagnetic spill valve (20) for adjusting the fuel injection amount by discharging the pressurized fuel by opening and closing operation of a spill valve body (23); and an ECU (50) that forms a drive current for the electromagnetic spill valve (20), wherein the ECU (50) detects the valve closing timing of the electromagnetic spill valve (20) in the warm state, forms an optimal drive current waveform in accordance with the detected valve closing timing, applies a drive current based on the formed optimal current waveform to the electromagnetic spill valve (20), and applies only a drive current based on a preset current waveform to the electromagnetic spill valve (20) in the cold state.

Description

Fuel injection pump
Technical Field
The present invention relates to a technique of a fuel injection pump.
Background
Conventionally, a fuel injection pump provided in a diesel engine is known. Further, an electromagnetic spill valve provided in a fuel injection pump is also known. In the electromagnetic spill valve, a drive current having a current waveform is applied by a control device, and the fuel after pressurization is discharged by opening and closing operations of the valve, thereby adjusting the fuel injection amount (for example, patent document 1).
Conventionally, a control device has been provided with a fully automatic mode and a manual mode as a method of forming a current waveform of a drive current of an electromagnetic spill valve. The full automatic mode is as follows: the valve closing (maximum lift) timing of the electromagnetic spill valve is detected, and an optimum current waveform of the drive current is formed in accordance with the detected maximum lift timing. The manual mode is a mode in which only a current waveform of a preset drive current is formed.
However, when the diesel engine is operated in a cold state using a relatively high viscosity C heavy oil as a fuel and a current waveform of a drive current of the electromagnetic spill valve is formed in a fully automatic mode, a phenomenon in which the drive current is distorted may occur. The reason for this phenomenon is considered to be that the viscosity of the C heavy oil becomes high in a cold state, the valve operation of the electromagnetic spill valve becomes slow, and the maximum timing of the lift cannot be detected.
In addition, the following was also confirmed: in the diesel engine, when the above phenomenon occurs, the energization current does not return to the normal waveform even if the diesel engine is operated for a long time in a steady state (a state where the fuel viscosity is sufficiently low).
Patent document
Patent document 1 Japanese examined patent publication No. 6-003164
Disclosure of Invention
The present invention addresses the problem of providing a fuel injection pump that can accurately detect the timing of valve closure and control valve operation even in a state where the fuel viscosity is high.
The fuel injection pump of the invention is a fuel injection pump arranged on a diesel engine, and is provided with an electromagnetic spill valve, and the fuel injection quantity is adjusted by discharging pressurized fuel by utilizing the opening and closing actions of a valve body; and a control device for forming a current waveform of a drive current of the electromagnetic spill valve, and when in a warm state, the control device detects a time when a valve of the electromagnetic spill valve is opened as a first time, detects a value of an energization current when the valve is opened as a first current value, and a time when the valve of the electromagnetic spill valve is closed is detected as a second time, and a current value of energization when the valve is opened is detected as a second current value, forming a current waveform of a driving current such that a second current value of the electromagnetic spill valve returns to the first current value at a time equivalent to an elapsed time from the second time to the first time after the valve is closed, and applying a driving current based on the formed current waveform to the electromagnetic spill valve, wherein, in a cold state, the control device applies only a drive current based on a preset current waveform to the electromagnetic spill valve.
In the fuel injection pump of the present invention, it is preferable that the fuel injection pump includes a fuel temperature detection means for detecting a fuel temperature of the fuel passing through the spill solenoid valve, and the control device sets the fuel temperature to the warm state when the fuel temperature is equal to or higher than a predetermined temperature and sets the fuel temperature to the cold state when the fuel temperature is lower than the predetermined temperature.
In the fuel injection pump according to the present invention, it is preferable that the control device sets the engine speed to be equal to or higher than a predetermined engine speed in the warm state and sets the engine speed to be lower than the predetermined engine speed in the cold state at the time of startup.
In the fuel injection pump according to the present invention, it is preferable that the control device sets the warm state after a predetermined time has elapsed and sets the cold state before the predetermined time has elapsed at the time of startup.
According to the fuel injection pump of the present invention, even in a state where the viscosity of the fuel is high, the valve closing timing can be accurately detected to control the valve operation.
Drawings
Fig. 1 is a schematic diagram showing the structure of a fuel injection pump.
Fig. 2 is a block diagram showing a control structure of the electromagnetic spill valve.
Fig. 3 is a diagram showing a drive current and an energizing current of the electromagnetic spill valve.
Fig. 4 is a diagram showing a drive current control flow of the first embodiment.
Fig. 5 is a diagram showing a drive current control flow path of the second embodiment.
Fig. 6 is a diagram showing a drive current control flow of the third embodiment.
Detailed Description
The structure of the fuel injection pump 100 will be described with reference to fig. 1.
Fig. 1 schematically shows the structure of a fuel injection pump 100.
The fuel injection pump 100 of the present embodiment is a fuel injection pump provided for each cylinder of a large diesel engine mounted on a ship. The fuel injection pump 100 of the present embodiment uses C heavy oil as fuel.
The fuel injection pump 100 is connected to a low-pressure pump (feed pump), not shown, and pressurizes fuel from the low-pressure pump to supply the fuel to a fuel injection nozzle, not shown. The fuel injection pump 100 includes a pump main body 10, an electromagnetic spill valve 20, and an isobaric valve portion 30.
The pump body 10 includes: a pump body upper part 11 formed in a substantially cylindrical shape; a piston cylinder 12 in which a piston 13 is mounted so as to be slidable in the axial direction of the piston cylinder 12; a piston 13 pressurizing fuel; a piston spring 14 for urging the piston 13 from below; a tappet 15 for transmitting a pressing force from a cam not shown to the piston 13; and a cam not shown.
A piston hole 12A for accommodating a piston 13 is formed in the axial center portion of the piston cylinder 12 with the lower end portion thereof opened. A first fuel supply path 12B is formed in the axial center portion of the piston cylinder 12 so as to extend in the vertical direction above the piston hole 12A. The upper end surface of the piston 13 and the piston hole 12A form a pressurizing chamber 16. A first spill oil discharge passage 12C is formed in the piston cylinder 12 substantially in the vertical direction at a position radially outward of the first fuel supply passage 12B.
The electromagnetic spill valve 20 adjusts the fuel injection amount and the injection period of the fuel injection pump 100. The electromagnetic spill valve 20 includes a housing 21, an insert 22, a spill valve body 23, an end cap 24, and a solenoid 25.
The housing 21 is a structure constituting a main body portion of the electromagnetic spill valve 20. The housing 21 is formed in a substantially rectangular parallelepiped. A constant pressure valve spring chamber 21A is formed in the vertical direction in the upper portion of the housing 21. A second fuel supply passage 21B is formed in the vertical direction in the lower portion of the housing 21. A second spill oil discharge passage 21C is formed in the vertical direction at a position on the left side of the second fuel supply passage 21B in the casing 21.
The isobaric pressure portion 30 discharges the fuel or maintains the pressure of the fuel in the high-pressure pipe joint 35 after the end of injection at a predetermined value. The isobaric valve portion 30 includes an isobaric valve body 32, a discharge valve 33, an isobaric valve 34, and the like. In addition, the isobaric pressure portion 30 is connected to a high-pressure pipe joint 35.
With such a configuration, the fuel in the pressurizing chamber 16 is pressurized by the piston 13 sliding upward with the rotation of the cam, not shown, and is sent to the pressurizing chamber 16, the first fuel supply passage 12B, and the second fuel supply passage 21B of the housing 21 in this order.
When the fuel injection pump 100 discharges fuel, the solenoid 25 of the electromagnetic spill valve 20 is excited by a signal from an engine control unit (hereinafter, referred to as "ECU") 50 (see fig. 2). The spill valve body 23 of the electromagnetic spill valve 20 slides to the right side by the attraction force of the solenoid 25. Then, the sealing surface of the spill valve body 23 is seated on the valve seat of the insert 22.
At this time, the communication between the second fuel supply passage 21B of the housing 21 and the second spill discharge passage 21C is cut off, and the fuel pressure in the second fuel supply passage 21B is maintained without being relieved through the second spill discharge passage 21C. Then, the pressurized fuel is filled in the constant-pressure valve spring chamber 21A from the pressurizing chamber 16 via the first fuel supply passage 12B and the second fuel supply passage 21B. That is, the electromagnetic spill valve 20 closes the valve to enable fuel supply.
On the other hand, when the fuel injection pump 100 stops discharging fuel, the solenoid 25 of the electromagnetic spill valve 20 is demagnetized in response to a signal from the ECU50 (see fig. 2). The spill valve body 23 of the electromagnetic spill valve 20 slides to the left until the spill valve body 23 abuts against the abutting surface of the end cap 24. As a result, the second fuel supply passage 21B of the casing 21 and the second spill oil discharge passage 21C are communicated, and the fuel pressure in the second fuel supply passage 21B is relieved by the second spill oil discharge passage 21C.
The control structure of the electromagnetic spill valve 20 will be described with reference to fig. 2.
In fig. 2, a control structure of the electromagnetic spill valve 20 is shown by a block diagram.
The electromagnetic spill valve 20 is connected to the ECU50 via a current detector 55. The electromagnetic spill valve 20 is applied with a drive current having a current waveform formed by the ECU 50. The ECU50 is connected with an engine speed sensor 51 and a fuel temperature sensor 52.
The current detector 55 detects an energization current that energizes the electromagnetic spill valve 20. The energization current includes a drive current and a counter electromotive force of the solenoid 25. The engine speed sensor 51 is provided near a flywheel of the diesel engine and detects the engine speed NE. The fuel temperature sensor 52 is provided in the fuel passage near the electromagnetic spill valve 20, and detects the fuel temperature TN.
The ECU50 comprehensively controls the diesel engine and forms a current waveform of a drive current that drives the electromagnetic spill valve 20. The ECU50 includes a fully automatic mode and a manual mode as a mode of forming a current waveform of the drive current.
The energizing current and the driving current of the electromagnetic spill valve 20 will be described with reference to fig. 3.
Fig. 3 a shows the lift amount of the spill valve body 23 of the electromagnetic spill valve 20 in a timing chart, and fig. 3B shows the energization current (solid line) and the drive current (alternate long and short dash line) of the electromagnetic spill valve 20 in a timing chart.
As shown in fig. 3, the behavior of the spill valve body 23 of the actual electromagnetic spill valve 20 is delayed relative to the energization current of the electromagnetic spill valve 20.
The full-automatic mode is a mode in which the current values IB and IC and the predetermined times TB, TC, and TD are detected by the current detector 55, and feedback control is executed to correct them to optimum values. Specifically, the current waveforms between TB and TC are fed back, and the same current waveform is formed between TC and TD with the time axis of TC as the symmetry axis.
Specifically, the drive current generates a back electromotive force of the conduction current between TB and TC. Further, a current waveform is formed by feeding back a change in current value between TB-TC and a change in time between TC-TD. At this time, the current waveform is V-shaped, and thereby a point a (a point at which the valve is closed) can be detected. TA and TE are values determined by a map according to the engine load.
Here, in the case where the fuel viscosity is high, the current waveform formed by the current waveform between TB-TC and the current waveform between TC-TD changes from the V-shape having the time axis of TC as the symmetry axis to the asymmetric V-shape, and the point a cannot be accurately detected, as compared with the case where the fuel viscosity is low.
The manual mode is a mode in which a current waveform of a drive current is formed only by preset current values IB and IC and predetermined times TB, TC, and TD. The preset current values IB and IC and the preset times TB, TC, and TD are stored in ECU50 in advance.
The drive current control S100 will be described with reference to fig. 4.
In fig. 4, the flow of the drive current control S100 is shown by a flow chart.
The drive current control S100 is control in which the ECU50 switches the fully automatic mode and the manual mode in accordance with the fuel temperature TN as a formation method of a current waveform of the drive current. In step S110, the ECU50 determines whether the fuel temperature TN is higher than a predetermined temperature TN1, and jumps to step S120 if the fuel temperature TN is higher than a predetermined temperature TN1, and jumps to step S130 if the fuel temperature TN is equal to or lower than a predetermined temperature TN 1.
In step S120, the ECU50 forms a current waveform of the drive current using the full-automatic mode. In step S130, the ECU50 forms a current waveform of the drive current using the manual mode. In the present embodiment, the predetermined temperature TN1 is set to 110 ℃.
The effect of the drive current control S100 is explained.
According to the drive current control S100, the current waveform of the current flowing through the spill solenoid valve 20 can be prevented from being distorted even in a state where the fuel viscosity is high. That is, when the fuel temperature TN is equal to or lower than the predetermined temperature TN1, since a state in which the fuel viscosity of the C heavy oil is high is expected, the current waveform of the drive current is set to the manual mode, and the current waveform of the current flowing through the electromagnetic spill valve 20 can be prevented from being distorted.
The drive current control S200 will be described with reference to fig. 5.
In fig. 5, the flow of the drive current control S200 is shown by a flow chart.
The drive current control S200 is control as follows: the ECU50 switches between the fully automatic mode and the manual mode as a manner of forming the current waveform of the drive current in accordance with the engine speed NE. In step S210, the ECU50 determines whether the engine speed NE is greater than a predetermined speed NE1, and jumps to step S220 if the engine speed NE is greater than the predetermined speed NE1 and jumps to step S230 if the engine speed NE is equal to or less than the predetermined speed NE 1.
In step S220, the ECU50 forms a current waveform of the drive current using the full-automatic mode. In step S230, the ECU50 forms a current waveform of the drive current using the manual mode. In the present embodiment, the predetermined rotation speed NE1 is set to 720 rpm.
The effect of the drive current control S200 is explained.
According to the drive current control S200, the current waveform of the current flowing through the spill solenoid valve 20 can be prevented from being distorted even in a state where the fuel viscosity is high. That is, when the engine speed NE is equal to or less than the predetermined speed NE1, since a state in which the fuel viscosity of C heavy oil is high is expected, the current waveform of the drive current is set to the manual mode, and distortion of the current waveform of the current flowing through the spill solenoid valve 20 can be prevented.
The drive current control S300 will be described with reference to fig. 6.
In fig. 6, the flow of the drive current control S300 is shown by a flow chart.
The drive current control S300 is control as follows: the ECU50 switches between the fully automatic mode and the manual mode according to the elapsed time after activation as a means for forming the current waveform of the drive current. In step S310, the ECU50 determines whether the diesel engine is started, and when the diesel engine is started, it proceeds to step S320.
In step S320, the ECU50 determines whether or not 10 minutes have elapsed after the start-up, and proceeds to step S330 when 10 minutes have elapsed after the start-up, and proceeds to step S340 when 10 minutes have not elapsed after the start-up. In step S330, the ECU50 forms a current waveform of the drive current using the full-automatic mode. In step S340, the ECU50 forms a current waveform of the drive current using the manual mode.
The effect of the drive current control S300 is explained.
According to the drive current control S300, the current waveform of the current flowing through the spill solenoid valve 20 can be prevented from being distorted even in a state where the fuel viscosity is high. That is, when the time is less than 10 minutes after the diesel engine is started, since the fuel viscosity of the C heavy oil is expected to be high, the current waveform of the drive current is set to the manual mode, and the current waveform of the current flowing through the spill solenoid valve 20 can be prevented from being distorted.
Industrial applicability
The present invention can be used for a fuel injection pump.
Description of the symbols
20 electromagnetic oil spilling valve
23 oil spilling valve body
50ECU (control device)
100 fuel injection pump

Claims (4)

1. A fuel injection pump provided in a diesel engine, the fuel injection pump comprising:
an electromagnetic spill valve for adjusting the fuel injection amount by discharging the pressurized fuel by opening and closing of a valve body; and
a control device for forming a current waveform of a drive current of the electromagnetic spill valve,
the control device detects a time when a valve of the electromagnetic spill valve is opened as a first time, detects an energization current value when the valve is opened as a first current value, detects a time when the valve of the electromagnetic spill valve is closed as a second time, detects an energization current value when the valve is closed as a second current value, forms a current waveform of a drive current after the valve is closed such that the second current value of the electromagnetic spill valve returns to the first current value by a time equal to an elapsed time from the second time to the first time, applies the drive current based on the formed current waveform to the electromagnetic spill valve, and applies only the drive current based on a preset current waveform to the electromagnetic spill valve in a cold state.
2. The fuel injection pump of claim 1,
the fuel injection pump includes fuel temperature detection means for detecting a fuel temperature of the fuel passing through the electromagnetic spill valve,
the control device sets the fuel temperature to be in the warm state when the fuel temperature is equal to or higher than a predetermined temperature, and sets the fuel temperature to be in the cold state when the fuel temperature is lower than the predetermined temperature.
3. The fuel injection pump of claim 1,
at the time of startup, the control device sets a predetermined engine speed or higher in the warm state and sets a lower engine speed than the predetermined engine speed in the cold state.
4. The fuel injection pump of claim 1,
when the control device is started, the control device sets the state to be the warm state after the preset time, and sets the state to be the cold state before the preset time.
CN201680062686.4A 2015-11-17 2016-11-10 Fuel injection pump Expired - Fee Related CN108474309B (en)

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